Hybrid vehicle

• US 9,988,042 B2
• Filed: 10/30/2017
• Issued: 06/05/2018
• Est. Priority Date: 11/08/2016
• Status: Active Grant

• Current Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Original Assignee: Toyota Jidosha Kabushiki Kaisha (Toyota Motor Corporation)
• Inventors: Higa, Mitsuaki, Sugai, Shinichi, Itoyama, Daisuke, Matsumura, Mitsuyori, Migita, Tsubasa
• Primary Examiner(s): Walters, John D
• Assistant Examiner(s): Triggs, James J
• Application Number:
  US15/797,204
• Publication Number:
  US 20180126979A1
• Time in Patent Office: 218 Days
• CPC Class Codes: B60K 6/365 with the gears having orbital motion
• CPC Class Codes: B60K 6/445 Differential gearing distribution type
• CPC Class Codes: B60K 6/46 Series type
• CPC Class Codes: B60W 10/06 including control of combustion engines
• CPC Class Codes: B60W 10/08 including control of electric propulsion units, e.g. motors or generators
• CPC Class Codes: B60W 10/196 acting within the driveline, e.g. retarders
• CPC Class Codes: B60W 20/15 Control strategies specially adapted for achieving a particular effect
• CPC Class Codes: B60W 20/16 for reducing engine exhaust emissions
• CPC Class Codes: B60W 2510/10 Change speed gearings
• CPC Class Codes: B60W 2520/10 Longitudinal speed
• CPC Class Codes: B60W 2710/0644 Engine speed
• CPC Class Codes: B60W 2710/086 Power
• CPC Class Codes: F01N 2430/00 Influencing exhaust purification, e.g. starting of catalytic reaction, filter regeneration, or the like, by controlling engine operating characteristics
• CPC Class Codes: F01N 2590/11 for hybrid vehicles
• CPC Class Codes: F01N 3/023 using means for regenerating the filters, e.g. by burning trapped particles by electrically controlling the supply of combustible mixture or its constituents only F02D41/0235
• CPC Class Codes: F01N 9/002 of filter regeneration, e.g. detection of clogging
• CPC Class Codes: F02D 2200/0812 Particle filter loading
• CPC Class Codes: F02D 2200/1002 Output torque
• CPC Class Codes: F02D 2200/101 Engine speed
• CPC Class Codes: F02D 29/02 peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
• CPC Class Codes: F02D 41/0235 : in relation with the state of the exhaust gas treating apparatus control of exhaust gas treating apparatus per se F01N
• CPC Class Codes: F02D 41/029 : the exhaust gas treating apparatus being a particulate filter
• CPC Class Codes: F02D 41/12 : for deceleration F02D41/0005, F02D41/107 take precedence
• CPC Class Codes: Y02T 10/40 : Engine management systems
• CPC Class Codes: Y02T 10/62 : Hybrid vehicles
• CPC Class Codes: Y02T 10/70 : Energy storage systems for electromobility, e.g. batteries
• CPC Class Codes: Y02T 10/7072 : Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
• CPC Class Codes: Y02T 90/14 : Plug-in electric vehicles
• CPC Class Codes: Y10S 903/91 : Orbital, e.g. planetary gears
• CPC Class Codes: Y10S 903/93 : Conjoint control of different elements

Abstract

When an output of a braking force to a driving shaft is needed, and a needed braking force can be output by regenerative drive of the second motor, the engine self-sustainably operates, the regenerative drive of the second motor is performed to cause the second motor to output the needed braking force to the driving shaft. When the needed braking force cannot be output by the regenerative drive of the second motor, the needed braking force is output to the driving shaft by the regenerative drive of the second motor and motoring of the engine that performs fuel cut using the first motor. When a filter regeneration condition is established, an allowable input electric power is set to be lower than that of when the filter regeneration condition is not established.

Claims

1. A hybrid vehicle comprising:

an engine having a filter that removes particulate matter in an exhaust passage;

a first motor;

a planetary gear having three rotating elements, the planetary gear being configured such that the three rotating elements are arranged in order in a collinear diagram, the three rotating elements being respectively connected to the first motor, the engine, and a driving shaft connected to an axle of the hybrid vehicle in the order that the three rotating elements are arranged in the collinear diagram;

a second motor connected to the driving shaft;

a power storage device configured to exchange electric power with the first motor and the second motor; and

an electronic control unit configured to;

when an output of a braking force to the driving shaft is needed, and a needed braking force can be output by regenerative drive of the second motor within a range of an allowable input electric power of the power storage device, control the engine to self-sustainably operate and control the second motor to perform the regenerative drive to cause the second motor to output the needed braking force to the driving shaft;

when the output of the braking force to the driving shaft is needed, and the needed braking force cannot be output by the regenerative drive of the second motor within the range of the allowable input electric power of the power storage device, control the engine, the first motor, and the second motor such that the needed braking force is output to the driving shaft by the regenerative drive of the second motor and motoring of the engine that performs fuel cut using the first motor; and

when a filter regeneration condition that an accumulation amount of the particulate matter on the filter is equal to or more than a predetermined accumulation amount and a temperature of the filter is equal to or higher than a predetermined temperature is established, set the allowable input electric power to be lower than that of when the filter regeneration condition is not established.

2. The hybrid vehicle according to claim 1, wherein the electronic control unit is configured to, when the filter regeneration condition is established, set the allowable input electric power such that the allowable input electric power at a second position, at which the needed braking force is higher than that of when a shift position of the hybrid vehicle is a first position, is lower than the allowable input electric power of when the shift position is the first position.

3. The hybrid vehicle according to claim 1, wherein:

the electronic control unit is configured to control the engine to cause the engine to self-sustainably operate at a rotational speed lower limit when the output of the braking force to the driving shaft is needed; and

the electronic control unit is configured to set the rotational speed lower limit such that the rotational speed lower limit when the filter regeneration condition is established is higher than the rotational speed lower limit when the filter regeneration condition is not established.

4. The hybrid vehicle according to claim 3, wherein, when the filter regeneration condition is established, the electronic control unit is configured to set the rotational speed lower limit such that the rotational speed lower limit at a second position, at which the needed braking force is higher than that of when a shift position is a first position, is higher than the rotational speed lower limit when the shift position is the first position.

5. The hybrid vehicle according to claim 1, wherein:

the electronic control unit is configured to control the engine that performs fuel cut to be motored by the first motor at a rotational speed higher than a rotational speed lower limit when the output of the braking force to the driving shaft is needed; and

the electronic control unit is configured to set the rotational speed lower limit such that the rotational speed lower limit when the filter regeneration condition is established is higher than the rotational speed lower limit when the filter regeneration condition is not established.

6. The hybrid vehicle according to claim 5, wherein, when the filter regeneration condition is established, the electronic control unit is configured to set the rotational speed lower limit such that the rotational speed lower limit at a second position, at which the needed braking force is higher than that of when a shift position is a first position, is higher than the rotational speed lower limit when the shift position is the first position.